CN211820617U - Rear-mounted hybrid transmission of auxiliary motor - Google Patents

Abstract

The utility model discloses an auxiliary motor rear-mounted thoughtlessly moves derailleur, include: the electric power transmission device comprises an input shaft, an intermediate shaft, a transmission mechanism, a clutch, a differential, an auxiliary motor and a driving motor, wherein the driving motor transmits electric power to the differential through a transmission gear set, a motor shaft of the driving motor is parallel to the input shaft, the driving motor is arranged between a first end and a second end of the input shaft in the axial direction, and the driving motor is adjacent to the input shaft in the radial direction. The utility model discloses can ensure that the focus of whole derailleur moves down, when the vehicle bumps, even the derailleur takes place the upset to the driver's cabin, can not oppress the steering tube yet, greatly improved whole car security.

Description

Rear-mounted hybrid transmission of auxiliary motor

Technical Field

The utility model relates to a hybrid vehicle technical field particularly, especially relates to an auxiliary motor rear-mounted thoughtlessly moves derailleur.

Background

At present, hybrid electric vehicles in new energy vehicles in China develop most rapidly. A hybrid vehicle is a vehicle that uses a variety of energy sources, typically a conventional engine that uses liquid fuel and an electric motor driven vehicle that uses electric energy. Hybrid vehicles can be driven in various modes, and hybrid transmissions at present can generally perform operation modes such as engine-only driving, motor-only driving, and simultaneous driving of the engine and the motor.

A hybrid transmission in the prior art is realized by adding a driving motor on the existing transmission on the premise of minimum change of the existing transmission. However, this type of hybrid transmission has a fatal defect that the appearance profile of the entire transmission is greatly changed by the additional drive motor due to the position limitation of the differential, the input shaft and the like, and the additional motor is closer to the cab. When the vehicle collides, the transmission can overturn towards the cab, so that the steering tube is pressed to damage a steering system, and the safety of the whole vehicle is greatly reduced.

SUMMERY OF THE UTILITY MODEL

The utility model aims at overcoming the not enough of prior art existence, provide a mix the dynamic transmission at the rear-mounted formula of auxiliary motor who does not change the differential mechanism position.

The purpose of the utility model is realized through the following technical scheme:

an auxiliary-motor rear-mounted hybrid transmission comprising:

an input shaft including opposite first and second ends, the first end for receiving engine power;

the intermediate shaft is arranged in parallel with the input shaft;

the transmission mechanism is arranged between the input shaft and the intermediate shaft, the transmission mechanism comprises a driving gear fixed on the input shaft and a driven gear sleeved on the intermediate shaft in a hollow way, the driving gear is meshed with the driven gear, and the intermediate shaft is also provided with a synchronizer and an output gear;

a clutch disposed between the transmission and the engine and located at the first end of the input shaft;

a differential for receiving power transmitted from the intermediate shaft;

an auxiliary motor directly connected to the input shaft and disposed at the second end of the input shaft;

and the driving motor transmits electric power to the differential mechanism through the transmission gear set, a motor shaft of the driving motor is parallel to the input shaft, the driving motor is arranged between the first end and the second end of the input shaft in the axial direction, and the driving motor is adjacent to the input shaft in the radial direction.

Preferably, the distance from the drive motor to the input shaft is smaller than the distance from the differential to the input shaft.

Preferably, the differential is located at a first end of the input shaft.

Preferably, there is only one intermediate shaft, the transmission mechanism is a two-gear structure, and the driven gears are all arranged on the same side of the input shaft.

Preferably, the set of drive teeth of the drive motor is arranged on a short idler shaft and is directly connected to the differential.

Preferably, the auxiliary motor is a short-wheelbase flat motor.

Preferably, the driving motor is an efficient long-wheelbase motor.

The beneficial effects of the utility model are mainly embodied in that:

1. the auxiliary motor is arranged at the second end (namely the rear end) of the input shaft, the driving motor is arranged between the first end and the second end of the input shaft in the axial direction and is close to the input shaft in the radial direction, the position of a differential mechanism can be ensured to be similar to that of a traditional transmission, the space change of a whole vehicle auxiliary frame is avoided as much as possible, the length of a short half shaft of the differential mechanism is ensured so as to ensure the design and the configuration of a ball cage included angle, and in addition, the gear is arranged at a section close to an engine so as to ensure that the driving motor has enough space to ensure that the effective space of the driving motor is the largest as possible so as to ensure the space;

2. the special position of the driving motor can ensure that the center of gravity of the whole transmission moves downwards, and when a vehicle collides, the transmission can not press a steering pipe even if the transmission overturns towards a cab, so that the safety of the whole vehicle is greatly improved;

3. the advantages of two motors are brought into full play, wherein the driving motor is a high-speed high-efficiency motor, the auxiliary motor is a high-torque low-rotation-speed motor, and the auxiliary motor can be driven by two gears in an EV mode, so that the problem of limited rotation speed of the auxiliary motor is solved; the two motors work cooperatively to provide larger pure EV driving power, and the power of the motor monomers can be reduced, so that the space requirement and the cost pressure are reduced (the cost of the motor increases linearly along with the increase of the space);

4. the shafting is simple, and the mechanical structure is convenient to arrange;

5. in the pure EV working condition, the clutch can be separated, the engine and wheels can be shielded, and the rotational inertia of the engine can be shielded by the clutch.

Drawings

The technical scheme of the utility model is further explained by combining the attached drawings as follows:

FIG. 1: the structure of the preferred embodiment of the present invention is schematically illustrated.

Detailed Description

The present invention will be described in detail below with reference to specific embodiments shown in the drawings. However, these embodiments are not limited to the present invention, and structural, method, or functional changes made by those skilled in the art according to these embodiments are all included in the scope of the present invention.

As shown in fig. 1, a preferred embodiment of the present invention discloses an auxiliary motor rear-mounted hybrid transmission, including: the input shaft 1 is arranged in the transmission shell and can rotate, and comprises a first end and a second end which are opposite, wherein the first end of the input shaft 1 is connected with an engine and used for receiving power of the engine. As in the prior art, a damping disc 4 or a flywheel and the like are arranged in the power transmission path of the engine as required to provide inertia and stable output.

The utility model discloses in, in the derailleur casing with 1 parallel arrangement of input shaft has an jackshaft 2, input shaft 1 with be provided with a drive mechanism between jackshaft 2. The transmission mechanism comprises a driving gear fixed on the input shaft 1 and a driven gear sleeved on the intermediate shaft 2 in a hollow manner, the driving gear is meshed with the driven gear, and the intermediate shaft 2 is also provided with a synchronizer 21 and an output gear 22. The output gear 22 meshes with the main gear of the differential 5. The differential is located at a first end of the input shaft 1. The differential 5 is used for receiving the power of the intermediate shaft 2 and transmitting the power to wheels. The utility model discloses well gear drive and the selection of synchronous ware are unanimous with prior art, no longer give unnecessary details here.

The utility model discloses in, jackshaft 2 has and only has one, drive mechanism is two fender structures, driven gear all sets up same one side of input shaft 1. Therefore, the utility model discloses well engine power transmission has 2 fender positions altogether. Still can be equipped with the parking ratchet on the jackshaft 2, also can set up on differential mechanism 4, all be in the utility model discloses a protection category does not do specifically and restricts.

A clutch 3 is arranged between the transmission mechanism and the engine and is positioned at the first end of the input shaft 1.

The utility model discloses in, still include an auxiliary motor 7 and a driving motor 8. The auxiliary motor 7 is directly connected with the input shaft 1 and is arranged at the second end of the input shaft 1; the driving motor 8 transmits electric power to the differential 5 through the transmission gear set 6, a motor shaft of the driving motor 8 is parallel to the input shaft 1, the driving motor 8 is arranged between the first end and the second end of the input shaft 1 in the axial direction, and the driving motor 8 is adjacent to the input shaft 1 in the radial direction.

The auxiliary motor is arranged at the second end of the input shaft (i.e. in the rear) and the drive motor is arranged between the first end and the second end of the input shaft in the axial direction, as close as possible to the input shaft in the radial direction, in particular, the distance of the drive motor 8 to the input shaft 1 can be made smaller than the distance of the differential 5 to the input shaft 1. The structure can ensure that the position of the differential is similar to that of the traditional transmission, avoid the space change of the auxiliary frame of the whole vehicle as much as possible, ensure the length of the short half shaft of the differential so as to ensure the design and the configuration of the included angle of the ball cage, and ensure that the driving motor has enough space by arranging the gear close to the engine section so as to ensure that the effective space of the driving motor is ensured to be the maximum so as to ensure the space and the power of the high-speed motor; the special position setting of driving motor can also ensure that the focus of whole derailleur moves down, when the vehicle bumps, even the derailleur takes place the upset to the driver's cabin, can not oppress the steering tube yet, has greatly improved whole car security.

The utility model discloses in, auxiliary motor 7 is the flat motor of short wheel base, driving motor 8 is high-efficient long wheel base motor. The design can meet the requirement of finishing the starting and stopping functions of the engine; when the engine works, the engine is adjusted to a high-efficiency working area by driving a power generation function, so that the fuel efficiency is improved, and the emission is reduced; the auxiliary motor is directly connected to the engine, and the rotor of the auxiliary motor provides rotational inertia so as to reduce the mass of a conventional flywheel; the other is that the greatly increased power of the drive motor 8 completely meets the requirements of electric drive. The set of drive teeth 6 of the drive motor 8 is arranged on a short idler shaft 9 and is directly connected to the differential 5.

The working process of the present invention is briefly described below. When the vehicle is started, the clutch is in a separation state to drive the motor, and when the vehicle is driven to a speed at which the engine can work in the efficient economic area, the auxiliary motor starts the engine in advance and drives the engine in the efficient economic area at the speed, so that parallel hybrid motion is realized. The utility model discloses realize at the thoughtlessly move the in-process power on engine and the driving motor adds. And because the power is a physical quantity for measuring the highest speed of the automobile, the higher the power is, the higher the highest speed of the automobile is, and the climbing performance and the acceleration performance of the automobile are better.

The utility model discloses it is compacter, light in weight, small, be favorable to whole car to carry on.

The utility model brings the advantages of two motors into full play, wherein the driving motor is a high-speed high-efficiency motor, the auxiliary motor is a high-torque low-rotation-speed motor, and the auxiliary motor can participate in driving through two gears in the EV mode, so that the problem of limited rotation speed of the auxiliary motor is solved; the two motors work cooperatively to provide larger pure EV driving power, and the power of the motor monomers can be reduced, so that the space requirement and the cost pressure are reduced (the cost of the motor increases linearly along with the increase of the space); the shafting is simple, and the mechanical structure is convenient to arrange; in the pure EV working condition, the clutch can be separated, the engine and wheels can be shielded, and the rotational inertia of the engine can be shielded by the clutch.

It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.

The above list of details is only for the practical implementation of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent implementations or modifications that do not depart from the technical spirit of the present invention should be included in the scope of the present invention.

Claims (7)

1. A rear-mounted hybrid transmission of auxiliary motor, characterized by: comprises the steps of (a) preparing a mixture of a plurality of raw materials,

an input shaft (1) including opposite first and second ends, the first end for receiving engine power;

an intermediate shaft (2) arranged parallel to the input shaft (1);

the transmission mechanism is arranged between the input shaft (1) and the intermediate shaft (2), and comprises a driving gear fixed on the input shaft (1) and a driven gear sleeved on the intermediate shaft (2) in a hollow way, the driving gear is meshed with the driven gear, and the intermediate shaft (2) is also provided with a synchronizer (21) and an output gear (22);

a clutch (3) disposed between the transmission and the engine and located at a first end of the input shaft (1);

a differential (5) for receiving the power transmitted by the intermediate shaft (2);

an auxiliary motor (7) directly connected to the input shaft (1) and disposed at the second end of the input shaft (1);

a drive motor (8) for transmitting electric power to the differential (5) through a set of drive teeth (6), a motor shaft of the drive motor (8) being parallel to the input shaft (1), the drive motor (8) being disposed between the first and second ends of the input shaft (1) in an axial direction and being immediately adjacent to the input shaft (1) in a radial direction.

2. An auxiliary electric machine rear mounted hybrid transmission as defined in claim 1, wherein: the distance from the driving motor (8) to the input shaft (1) is smaller than the distance from the differential (5) to the input shaft (1).

3. An auxiliary electric machine rear mounted hybrid transmission as defined in claim 1, wherein: the differential is located at a first end of the input shaft (1).

4. An auxiliary electric machine rear mounted hybrid transmission as defined in claim 1, wherein: the transmission mechanism is of a two-gear structure, and the driven gears are arranged on the same side of the input shaft (1).

5. An auxiliary electric machine rear mounted hybrid transmission as defined in claim 1, wherein: the set of drive teeth (6) of the drive motor (8) is arranged on a short idler shaft (9) and is directly connected to the differential (5).

6. An auxiliary electric machine rear mounted hybrid transmission as defined in claim 1, wherein: the auxiliary motor (7) is a short-wheelbase flat motor.

7. An auxiliary electric machine rear mounted hybrid transmission as defined in claim 1, wherein: the driving motor (8) is a high-efficiency long-wheelbase motor.

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